US9493037B2 - Pneumatic tire - Google Patents

Pneumatic tire Download PDF

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Publication number
US9493037B2
US9493037B2 US12/808,431 US80843108A US9493037B2 US 9493037 B2 US9493037 B2 US 9493037B2 US 80843108 A US80843108 A US 80843108A US 9493037 B2 US9493037 B2 US 9493037B2
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Prior art keywords
tire
carcass
ratio
belt
range
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US12/808,431
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US20110114238A1 (en
Inventor
Fumio Takahashi
Souto Nakayama
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Bridgestone Corp
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Bridgestone Corp
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Assigned to BRIDGESTONE CORPORATION reassignment BRIDGESTONE CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: NAKAYAMA, Souto, TAKAHASHI, FUMIO
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C3/00—Tyres characterised by the transverse section
    • B60C3/04—Tyres characterised by the transverse section characterised by the relative dimensions of the section, e.g. low profile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/0083—Tyre tread bands; Tread patterns; Anti-skid inserts characterised by the curvature of the tyre tread
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
    • B60C9/2009—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords comprising plies of different materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/28—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers characterised by the belt or breaker dimensions or curvature relative to carcass
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction 

Definitions

  • the present invention relates to a pneumatic tire being excellent in wear resistance performance and having relatively low rolling resistance.
  • an object of the present invention is to propose detailed tire configurations for providing a tire being excellent in wear resistance performance and having relatively low rolling resistance.
  • the inventors of the present invention have discovered that performances of a tire can be improved as desired by meticulously regulating the tire shape and that, in a case of shape designing, in particular, it is effective to individually regulate respective shapes of reinforcing structures as a skeleton of the tire, as well as the shape of the outer surface of the tire, because the shapes of reinforcing structures have significant influences on tire performances.
  • the inventors of the present invention have discovered that suppressing shear deformation of a tire in a section in the tire widthwise direction, in particular, shear deformation in a tread on the outer side in the widthwise direction thereof results in simultaneous improvement of decrease in rolling resistance generated as a result of energy loss caused by this deformation and reduction of wear often generated by shearing force and slip also caused by the deformation, thereby completing the present invention.
  • the subject-matters of a structure of the present invention is as follows.
  • a pneumatic tire having a carcass as a skeleton extending in a toroidal shape over a pair of bead portions, a belt including at least one slant layer, and a tread, the belt and the tread being disposed on the outer side in the tire radial direction of a crown portion of the carcass in this order, characterized in that: a ratio BD/BW of radius difference BD between radius at the center portion and radius at an end portion in the tire widthwise direction of the outermost layer of the slant belt layer(s), to a width BW of the outermost layer, is in the range of 0.01 to 0.04 in a section of the tire in the widthwise direction in a state where the tire is assembled with an application rim.
  • a “state where a tire is assembled with an application rim” represents a state where a tire is assembled with a standard rim or an application rim of another type prescribed in Japan Automobile Tyre Manufacturers Association (JATMA) and the tire is inflated at no internal pressure or an extremely low internal pressure up to 30 kPa or so.
  • JTMA Japan Automobile Tyre Manufacturers Association
  • a “belt projection angle” represents an angle determined by: finding an intermediate direction (an intermediate line) between the tangent direction at one end portion of the outermost layer of the slant belt layer(s) and the tangent direction at a position of the innermost layer of the slant belt layer(s) corresponding to the one end portion of the outermost layer in a section in the tire widthwise direction; and measuring an angle between the tire widthwise direction which is regarded as 0° and the intermediate line.
  • a tire being excellent in wear resistance performance and having relatively low rolling resistance.
  • FIG. 1 is a view showing a section in the widthwise direction of a tire according to the present invention.
  • FIG. 2 is a view showing behaviors before and after application of load to a conventional tire.
  • FIG. 3 is a view showing behaviors before and after application of load to a tire of the present invention.
  • FIG. 4 is a view showing a section in the widthwise direction of the conventional tire.
  • FIG. 5 is a view showing how a ratio BD/BW influences rolling resistance and wear resistance.
  • FIG. 6 is a view showing how a ratio CSWh/CSH influences rolling resistance and wear resistance.
  • FIG. 7 is a view showing how a ratio SWh/SH influences rolling resistance and wear resistance.
  • FIG. 8 is a view showing how a ratio BW/CSW influences rolling resistance and wear resistance.
  • FIG. 9 is a view showing how a ratio TD/(BW/2) influences rolling resistance and wear resistance.
  • FIG. 10 is a view showing how a ratio CSL/CSP influences rolling resistance and wear resistance.
  • FIG. 11 is a view showing how relative height at a position corresponding to 0.8CSW influences rolling resistance and wear resistance.
  • FIG. 12 is a view showing how a belt projection angle ⁇ influences rolling resistance and wear resistance.
  • FIG. 13 is a view showing how a position of the terminal end of a carcass turn-up portion influences rolling resistance and wear resistance.
  • FIG. 14 is a view showing a bead rear face angle.
  • FIG. 1 A section of a tire according to the present invention, in the widthwise direction thereof, is shown in FIG. 1 .
  • reference number 1 represents a pair of bead cores; a carcass 2 as a skeleton, having at least one ply of radially arranged cords, extends in a toroidal shape between the bead cores 1 ; at least one layer of slant belt layer (a slant belt layer 3 a and a slant belt layer 3 b in an example of FIG.
  • the slant belt layer may be single-layered. However, in this case, it is preferable to combine the single slant belt layer with at least one layer of circumferential belt layer to constitute a belt.
  • Such a tire 6 structured as described above is assembled with an application rim 7 and served for use.
  • a ratio BD/BW of radius difference BD between radius at the center portion (the equatorial plane O) and radius at an end portion in the tire widthwise direction of the outermost layer 3 a of the slant belt layers, to a width BW of the outermost layer is in the range of 0.01 to 0.04 in a section in the widthwise direction of the tire 6 assembled with the application rim 7 , as shown in FIG. 1 .
  • the slant belt layer has a width which is equal to or larger than 0.6 times as much as the maximum width CSW of the carcass.
  • the aforementioned ratio restriction means that there exists relatively small difference in radius, in the widthwise direction, of the slant belt layer 3 .
  • this restriction indicates that the belt is close to a state where it is flat.
  • rolling resistance is primarily due to energy loss occurring in rubber of a tire tread portion and therefore suppressing shear deformation in a section in the widthwise direction, which shear deformation is one example of relevant deformation, is effective for decreasing rolling resistance.
  • shear deformation as described above occurs mostly due to significant deformation between before and after application of load, which deformation is indicated in FIG.
  • the slant belt layer formed by cords intersecting each other is deformed like a pantograph to extend in the circumferential direction and shrink in the widthwise direction, thereby facilitating the aforementioned shear deformation and increasing hysteresis loss of tread rubber.
  • test tires having the size 195/65 R15 under a condition in which the aforementioned BD/BW was varied at various values.
  • These test tires share the same basic structure including one carcass ply, two slant belt layers and a circumferential reinforcing layer made of nylon disposed on the slant belt layers, in which basic structure cords of one slant belt layer which are inclined with respect to the tire equatorial plane by 24° intersect cords of the other slant layer which are inclined with respect to the tire equatorial plane by 24° to be symmetrical with the cords of the one slant belt layer with respect to the tire equatorial plane.
  • the test for rolling resistance is conducted by: assembling a test tire with a standard rim; adjusting the internal pressure of the tire at 210 kPa; and obtaining rolling resistance of a shaft by using a drum tester having an iron surface of 1.7 diameter (speed: 80 km/h).
  • the measurement result was expressed by a relative index value, with the rolling resistance of a conventional tire (0.04 ⁇ BD/BW ⁇ 0.07), of which section in the widthwise direction is exemplarily shown in FIG. 4 , being 100.
  • the smaller index value represents the smaller rolling resistance.
  • the test for wear resistance was carried out by testing a test tire assembled with a rim, similar to those used in the test for rolling resistance, by an indoor drum tester with diameter of 1.7 m (having a safety walk on a surface thereof) at the speed of 80 km/h. Regarding input, 10-minute free rolling and 10-minute rolling with braking force of 0.1 G being applied thereto were repeated alternately.
  • the weight of wear (the amount of rubber which had been worn) after running 1200 km under the aforementioned condition was evaluated by an index value relative to Conventional Example. The smaller weight of wear is the better. A case where less than 5% difference is observed is regarded to be equivalent to Conventional Example, and a case where 10% or more difference is observed is regarded to be significantly different from Conventional Example.
  • a ratio CSWh/CSH of the shortest distance CSWh between a line drawn in parallel with the rotation axis of the tire at the maximum width position of the carcass and a line drawn in parallel with the rotation axis of the tire at a bead toe, to a distance CSH in the radial direction between the outermost side of the carcass and the bead toe is in the range of 0.6 to 0.9, and more preferably in the range of 0.7 to 0.8.
  • a carcass line of a tire side portion in the vicinity of a road surface has a locally bent region and bending rigidity is relatively small in this region.
  • portions around the bent region, located on the outer side in the widthwise direction than the belt width deforms significantly when load is applied thereon, whereby a magnitude of deformation in a tread portion decreases.
  • a magnitude of shear deformation in a widthwise section can be decreased in the tread portion.
  • a ratio SWh/SH of the shortest distance SWh between a line drawn in parallel with the rotation axis of the tire at the maximum width position of the tire and a line drawn in parallel with the rotation axis of the tire at a bead toe, to a sectional height SH of the tire is preferably in the range of 0.5 to 0.8, and more preferably in the range of 0.6 to 0.75, as shown in FIG. 1 .
  • a shape of a side portion it is primarily important to regulate the shape by a carcass line as a skeleton.
  • the side portion cannot be excluded from consideration of the phenomenon that energy loss occurring inside rubber contributes to rolling resistance. That is, modifying a side portion such that the side portion conforms to a carcass line to have a different shape from that of a conventional tire would result in efficient improvement of a tire. This means, for example, making side rubber relatively thin. If side rubber were to be completely eliminated, the dimension of a side portion would obviously coincide with the maximum width position of the carcass line. In actual practice, however, side rubber must have a predetermined thickness in order to protect the carcass upon contact with curbstones and for other purposes.
  • a ratio BW/CSW of the width BM of the outermost layer 3 a of the slant layers, to the maximum width CSW of the carcass is preferably in the range of 0.8 to 0.94, and more preferably in the range of 0.84 to 0.93, as shown in FIG. 1 .
  • the crown portion of the tire has a relatively flat configuration. Therefore, a ground contact shape of the tire naturally tends to expand in the widthwise direction, whereby a structure of the reinforcing layer in accordance with such an expansion is required.
  • a ground contact width is preferably not larger than a width along which plural reinforcing layers exist.
  • a belt width in the case where a tire configuration of the present invention is employed needs to be set wider than usual and the belt width should preferably comply with the restriction described above.
  • the lower limit for the restriction to suppress partial wear and the upper limit for the restriction to suppress rolling resistance are both important in the aforementioned ratio restriction.
  • a ratio TD/(BW/2) of radius difference TD between radius at the center portion (the tire equatorial plane O) and radius at an end portion in the widthwise direction of the tread 5 , to a half width BW/2 of the outermost layer 3 a of the slant belt layers, is preferably in the range of 0.06 to 0.11 and more preferably in the range of 0.075 to 0.095, as shown in FIG. 1 .
  • tread surface position right above the slant belt layers is a restriction of tread surface position right above the slant belt layers. It is preferable that not only a belt is made relatively flat to suppress shear deformation as described above but also the tread outer surface is also set at an appropriate position. If rubber has thickness distribution allowing a tread surface to retain a crown-like shape (see FIG. 2 ), partial wear due to radius difference upon contact with the ground occurs and a wear-resisting period is shortened because a portion where rubber is relatively thin tends to be completely worn. Accordingly, it is preferable to clearly define the ratio TD/(BW/2) as a degree of tread curvedness in a predetermined range, as is the case with the belt.
  • the carcass line in a region between the maximum width position of the carcass and an end portion in the widthwise direction of the outermost layer 3 a of the slant belt layers preferably has the smallest curvature radius in the range of 5 mm to 25 mm. That is, more directly speaking, it is preferable to approximate a configuration between the maximum width position of the carcass and the position under the belt end to an arc of a circle and regulate a curvature of radius of the arc. Designing of a mold is very important in tire designing as described above and specifying a radius of curvature of the aforementioned curved region has a significant meaning in terms of a tire designing method.
  • a ratio CSL/CSP of a path length CSL from a position corresponding to the end portion in the widthwise direction of the outermost layer 3 a of the slant belt layers to a position corresponding to the maximum width of the carcass, to a path length CSP from a position corresponding to the center portion (the tire equatorial plane O) in the widthwise direction of the outermost layer 3 a of the slant layers to a position right below the bead core 1 , in the carcass 2 is preferably in the range of 0.1 to 0.25 and more preferably in the range of 0.12 to 0.18, as shown in FIG. 1 .
  • the path length CSP from the position corresponding to the equatorial plane O to the position right below the bead core 1 is a substantial path length of the carcass.
  • the path does not include a winding portion around a core and the path length is a length of the interposed portion.
  • This restriction regulates the length of a carcass portion where the carcass is locally bent as described above.
  • a desired localized deformation can be made to occur by optimizing, in designing a smooth curve linking a position corresponding to the maximum width of the carcass line and the position below the belt end, a length of the carcass in a region corresponding to the curve.
  • a relatively short carcass length of the region means that the carcass direction changes from the radial direction to substantially the widthwise direction in such a short distance as that length, thereby reinforcing configurational characteristics that the carcass is locally bent.
  • Height at a position along the maximum width CSW of the carcass, distanced from one end of CSW by a length 0.8 times as long as CSW (which position may be referred to as a “position corresponding to 0.8CSW” hereinafter), is preferably in the range of 0.90 to 0.97 times and more preferably in the range of 0.92 to 0.96 times as much as the sectional height SH of the tire.
  • This restriction simply regulates a degree of tread curvedness at a position corresponding to 80% of the maximum width of a carcass. Bending deformation of a tread and a belt portion in a section widthwise direction thereof can be suppressed by setting the tread curvedness in the above-specified range. It should be noted that an appropriate upper limit exists in the restriction because making the tread completely flat would result in an extreme increase in the ground contact pressure at respective shoulder ends and deterioration of partial wear therein.
  • tests for rolling resistance and wear resistance were conducted, respectively, by using radial tires having the size 195/65 R15 under a condition in which a height at the aforementioned position corresponding to 0.8 CSW was varied at various values.
  • the ratio BD/BW, the ratio CSWh/CSH, the ratio SWh/SH, the ratio BW/CSW, the ratio TD/(BW/2), and the ratio CSL/CSP were maintained at 0.026, 0.746, 0.654, 0.844, 0.134 and 0.260, respectively.
  • Other tire structuring conditions and evaluation methods are the same as those in the experiments of the ratio BD/BW.
  • a belt projection angle ⁇ at an end portion in the widthwise direction of the outermost layer 3 a of the slant belt layers is preferably in the range of 0° to 10° and more preferably in the range of 3° to 7°, as shown in FIG. 1 .
  • a belt may basically be shaped such that the belt is flat in the vicinities of the center portion and steeply curved at an end portion thereof.
  • regulating a belt end portion in particular, meticulously regulating a shape thereof has a meaning because it is known that most of shear deformation in a widthwise section occurs on the outer side in the widthwise direction of the tire.
  • a case where a belt end portion is significantly curved to form a relatively large projection angle is especially susceptible to the shear deformation described above because the end portion of the belt is locally curved.
  • a belt projection angle is ideally as close to zero. Also in view of a relationship between a belt projection angle and a ground contact shape, a belt projection angle ⁇ is preferably regulated to be in the range of 0° to 10°.
  • the carcass 2 has a turn-up portion 2 a turned up at each bead core 1 from the inner side toward the outer side in the tire widthwise direction to extend toward the outer side in the radial direction, and the shortest distance CSEh between the terminal end of the turn-up portion 2 a and a line drawn in parallel with the rotation axis of the tire at the bead toe is not larger than 0.5 times as much as the shortest distance SWh between a line drawn in parallel with the rotation axis of the tire at the maximum width position of the tire and a line drawn in parallel with the rotation axis of the tire at the bead toe, as shown in FIG. 1 .
  • a region where the turn-up portion 2 a of the carcass 2 is disposed has relatively large bending rigidity because the region has a structure interposed by two reinforcing members, i.e. the main body of the carcass and the turn-up portion 2 a . Accordingly, the farther the turn-up portion 2 a extends on the outer side in the tire radial direction, the higher rigidity at the tire side portion and the larger deformation of the belt at a ground contact portion thereof are resulted, whereby rolling resistance tends to increase.
  • the turn-up portion 2 a does not reach a side portion region by setting the distance CSEh not larger than 0.5 times as much as the distance SWh, so that a side portion has smaller rigidity and is easy to be bent. As a result, deformation of the belt at the ground contact portion thereof is suppressed and rolling resistance is decreased.
  • rubber thickness from the carcass to the tire surface at the side portion of the tire takes a smallest value thereof (i.e. reaches the rubber thickness t) preferably in a portion 20 where the carcass line has the smallest radius of curvature, as shown in FIG. 1 .
  • Reducing rubber thickness of the portion 20 results in a tire side portion which has smaller rigidity and is easy to be bent. As a result, deformation of the belt at the ground contact portion thereof is suppressed and rolling resistance is decreased.
  • a line drawn in parallel with the rotation axis of the tire to pass through the axis center of the bead core 1 , with the tire outer surface is x; a line drawn from the intersection x to the position y at the tire outer surface corresponding to the maximum width SW of the tire is Lh; and a line drawn from the position y in parallel with the rotation axis of the tire is Lf 2 , a bead rear face angle ⁇ formed between Lh and Lf 2 is to be set in the range of 68° to 75°, specifically not smaller than 70°, as shown in FIG.
  • such a structure is effective for decreasing rigidity of a side portion of a tire, in particular, local rigidity of a bent portion thereof in the vicinity of the ground contact surface, enabling the side portion to be easily bent and deformation of the belt at the ground contact portion thereof to be suppressed.
  • Radial tires having the size 195/65 R15 were prepared according to the characteristics details shown in Table 1 and each subjected to the aforementioned tests for rolling resistance and wear resistance performance, respectively. These test tires share the same basic structure including one carcass ply, two slant belt layers and a circumferential reinforcing layer made of nylon disposed on the slant belt layers, in which structure cords of one slant belt layer which are inclined with respect to the tire equatorial plane by 24° intersect cords of the other slant layer which are inclined with respect to the tire equatorial plane by 24° to be symmetrical with the cords of the one slant belt layer with respect to the tire equatorial plane.
  • Example 1 200 63 127 9 192 134 62 2.5 12 114 0.26
  • Example 2 200 63 127 9 192 134 62 3.5 12 114 0.26
  • Example 3 200 63 127 9 192 134 62 4.5 12 114 0.26
  • Example 4 200 63 127 9 192 134 62 5 12 114 0.26
  • Conventional 63 127 9 192 134 62 7 12 114 0.26
  • Example 5 200 63 127 9 192 134 62 3.5 12 114 0.26
  • Example 6 200 65 127 9 192 134 69 3.5 12 114 0.26
  • Example 7 200 75 127 9 192 134 77 3.5 12 114 0.26
  • Example 8 200 83 127 9 192 134 62 1 12 114 0.26
  • Example 1 200 63 127 9 192 134 62 2.5 12 114 0.26
  • Example 2 200 63 127 9 192 134

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
US12/808,431 2007-12-17 2008-12-17 Pneumatic tire Active 2033-01-14 US9493037B2 (en)

Applications Claiming Priority (3)

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JP2007325279 2007-12-17
JP2007-325279 2007-12-17
PCT/JP2008/072948 WO2009078425A1 (ja) 2007-12-17 2008-12-17 空気入りタイヤ

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US9493037B2 true US9493037B2 (en) 2016-11-15

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EP (2) EP2418100B1 (ja)
JP (2) JP5410038B2 (ja)
CN (1) CN101909905B (ja)
WO (1) WO2009078425A1 (ja)

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JP4397954B2 (ja) * 2008-06-13 2010-01-13 横浜ゴム株式会社 空気入りタイヤ
JP5366629B2 (ja) 2009-04-16 2013-12-11 株式会社ブリヂストン 空気入りタイヤ
JP5249843B2 (ja) * 2009-04-22 2013-07-31 株式会社ブリヂストン 空気入りタイヤ
JP5557508B2 (ja) * 2009-11-04 2014-07-23 株式会社ブリヂストン 空気入りタイヤ
JP2011079469A (ja) * 2009-10-08 2011-04-21 Bridgestone Corp 空気入りタイヤ
US8881783B2 (en) 2009-10-08 2014-11-11 Bridgestone Corporation Pneumatic tire
JP5497401B2 (ja) * 2009-10-15 2014-05-21 株式会社ブリヂストン 空気入りタイヤ
DE102012208873A1 (de) 2011-05-27 2012-11-29 The Yokohama Rubber Co., Ltd. Luftreifen
JP5541228B2 (ja) * 2011-05-27 2014-07-09 横浜ゴム株式会社 空気入りタイヤ
JP6050568B2 (ja) * 2011-06-20 2016-12-21 株式会社ブリヂストン 空気入りタイヤ
JP2013079018A (ja) * 2011-10-04 2013-05-02 Bridgestone Corp 空気入りタイヤ
US10000090B2 (en) 2011-11-02 2018-06-19 Bridgestone Corporation Pneumatic radial tire for passenger vehicle
WO2014010353A1 (ja) * 2012-07-13 2014-01-16 横浜ゴム株式会社 空気入りタイヤ
US10369845B2 (en) * 2012-10-10 2019-08-06 The Yokohama Rubber Co., Ltd. Pneumatic tire
KR101710070B1 (ko) * 2012-10-10 2017-03-08 요코하마 고무 가부시키가이샤 공기입 타이어
DE112012006990T5 (de) * 2012-10-10 2015-06-18 The Yokohama Rubber Co., Ltd. Luftreifen
JP2015212109A (ja) * 2014-05-01 2015-11-26 住友ゴム工業株式会社 空気入りタイヤ
JP6434235B2 (ja) * 2014-07-03 2018-12-05 株式会社ブリヂストン タイヤ
JP6764336B2 (ja) * 2016-12-26 2020-09-30 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ
WO2019244771A1 (ja) * 2018-06-18 2019-12-26 株式会社ブリヂストン 空気入りタイヤ
JP2020083133A (ja) * 2018-11-28 2020-06-04 Ｔｏｙｏ Ｔｉｒｅ株式会社 空気入りタイヤ

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US20110114238A1 (en) 2011-05-19
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JP5735743B2 (ja) 2015-06-17
EP2233320A1 (en) 2010-09-29
EP2233320A4 (en) 2011-05-11
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JP2009166819A (ja) 2009-07-30
JPWO2009078425A1 (ja) 2011-04-28

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